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f (No Model.) 2 Sheets$heet 1.

D. TORREY.

GAR BRAKE.

No. 276,937. Patented May 1,1883.

(No Model.) 2 Sheets-Sheet 2.

D. TORRBY. OAR BRAKE.

No. 276,937. Patented May 1,1883.

UNITED STATES PATENT OFFICE.

DOLPHUS TORREY, OF NEW YORK, N. Y.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 276,937, dated May 1, 1883.

Application filedJulv 3, 1882. Renewed March 29, 1883. (No model.)

To all whom it may concern: Be it known that I, DOLPHUS TORREY, a citizen of the United States, residing at New York, in the county of New York and State of New York,have invented an Improvement in Oar-Brakes, of which the following is a specification.

My invention is a double-acting draw-bar brake with a motiongovernor, the governor being so called in contradistinction to governors which-are set by the changes in direction of wheel rotation rather than by the fact of motion with the wheels and axles, as is done in this invention. At very low rates of speed there is no firm engagement for braking between the motorand operating elements of my invention. At higher rates of speed the degree of motion had by the wheels and axles compels a movement in the actuating device attached to the axle, which in turn operates the attached device, as hereinafter explained, and looks or bolts the adjusting-bar, so that the motor-lever cannot pass the operating le ver, and, in consequence, when the draw-baris moved in a direction opposite that of the cars movement the brakes are applied. .In my invention the reversal of adjustment is made by the movement of the draw-bar, and can occur only when there is but a slight speed of movement by the carer it is standing still.

7 In my application for a patent filed June 20,

iliary to the preceding-one, and as presenting simply a different means of securing the reversal of adjustment in the relations ofthe motor andoperating levers, as therein set forth. In this invention the lugs upon the motor and operatinglevers have slopes in excess of the angle of friction, so that they will pass one governor appendages applied" thereto.

another when the draw-bar is moved in a reversed direction, unless at the time theadjustin g-bar is locked to prevent it.

In the accompanying drawings, Figure l is an under side view of the floor-frame of one end of a car with the brake-operating mechanism applied. Fig.2 is a partial front view of the same, showing the position of the transfer-lever, hereinafter described, in relation to the bolster to which it is attached. Fig.3 is a partial longitudinal section of one end of the car, showing the relative positions of the parts of the apparatus. Fig. 4 is a detached view of a stop-bolt, hereinafter described, for controlling the connection and release of the clutchlevers through which the braking-pressure is communicated from the draw-bar. Fig. 5 is a plan, partly in section, of the car-axle and Fig. 6 is a transverse section of the said axle andappendages, on the line 66, Fig. 5. Figs. 7 and 8 are details, on a larger scale, of parts of the governor hereinafter described.

in whatever way the lever is swung. This chain is shown connected with a transfer-lever, 7, attached to the bolster of the truck. This transt'eriever has connected with it the chain or rod "8, extending to the brakes, and is fulcrumed to a bolt or rod, 9, which may be held by a relief-spring, 10, as shown in the drawings; or it may be held by a system of leverages having a counter-pressure against the weight of the car, as shown in my preceding application referred to. In either case the arrangement determines the limits of pressure with which the brakes may be applied. The end ot'the operating-lever Us extended through a slot, 11, in the adjusting-bar 12,which is the 'lower side of the rectangular frame 13. The

purpose of this slot is to permit thelcver to swing to and fro unimpeded, while it may at the same time be controlled as to being in its 'justing-bar.

the levers 18 1S.

plane of rotation by the conditions of the ad- The frame 13 is fitted to have a perpendicular movement sufficient to depress the lever 4, so that the lugs between it and the motor-lever 3 can pass each other. This" frame 13 is guided by the caps or housings 14 '14 15 15, and its movements are limited by t the stops 16 17. Two levers, 18 18, pivoted at 20 20, are placed with their outer ends in mortises in the uprights of the frame 13, and

their inner ends, united by a pin connection, are confined by a spring, 19, which is compressed between the top of the frame 13 and By this arrangement whenever the frame is depressed the stress is transmitted to the equalizing-levers 13 18 to the spring 19, so that the frame is subject to a balanced stress, and can move down Without binding in its guides. Notches 21 21 are cut in the sides of the frame 13, so that they are 'just above the guides 15 15 when the frame is up or in its position of rest. A bolt, 22, (shown in detail in Fig. 4,) having projections 23 23, extends across the face of the frame 13, in the line of the notches or keepers 21 21. This bolt is held withdrawn by the spring 24, except when pulled into action by the governor, as hereinafter explained. When the car is at rest, or running very slowly, the bolt 22 is withdrawn, and no application of the brakes can occur, the adjusting-frame being free to descend whenever the motor-lever acts against the operating-lever; but it the speed of the car is greater the governor pulls the bolt 22 into engagement, and it prevents the descent of the adjusting-frame, so the motor and operating-levers may engage, and thereby an application of the brakes may be made.

' governor is shown in section.

The governor is composed of six or more pairs ofjointed arms, 25 26, which are hinged together at the middle, and the ends of which are hinged in rings 27 28, which surround the axle. At one end the ring is firmly confined upon the axle, while at the other the ring is made so as to admit of a longitudinal movement. These rings are shown as made of alternate pieces of wood and metal; but this is not essential. The pieces 29 have mortises in one end to receive the arm of the pieces 25 and 26, and have upon their outer face a groove in which a clamp or strap is held to bind the whole over the axle. These pieces 29 are, as herein shown, alternated with pieces of wood in the composition of the rings 27- and- 28. When the parts are combined and in place they constitute a centrifugal governor which, when the axle is rotated, expands at its center, and thereby draws the ends toward each other. In this invention the expansion of the governor is caused to actuate the locking device of the adjusting-frame. In Fig. 3 the The axle 30 is surrounded by the governor, in the groove 31 of which the bar 32 rests. This bar is pivoted at 33 to an attachment upon the bolster of the truck. Suspended from the bar 32 is the bar 34, which is so bent that it can rest in the groove 31 upon the opposite side of the axle from 32.- A cord or other suitable connection is attached to the free end of the bar 34, and passes over a pulley, 36, or other suitable device in the end of the bar 32, thence over the pulley 37, attached to the bolster, thence up over the. pulley 38,'attached to the frame of the car-floor and to the lock-bar 22.

Theoperation of the mechanism is as follows: When the speed of axle rotation is sufficient the expansion of the governor effects a separation of the arms 3234, which draws the cord and pulls the lock-bar 22 into position for its lugs-23 23 to enter the notches or keepers 21 21 in the frame 13. WVhen the speed of axle rotation falls off the spring 24 pulls the bar 22 back, disengaging the frame 13, and pulls the arms 32 34 into the groove 31, and by excess of stress over the centrifugal force in the arms of the governor contracts the governor. The governor is kept from an excess of expansion by a ring placed around it in the groove 29.

In Fig. 3 is shown a handlever, 41, by the turning of which the rod 42 is drawn up and through the intermediate bell-crank, 43, the connection 44 is pulled so as to hold the bolt 22 from being drawn into engagement by the action of the governor. The bolt 22 is with drawn by the spring 24, and the yieldingof spring 45 is made to yield to relieve the stress of the cord 35. By these devices it is possible to throw the brake out of possible service when the car is under control of a pushingengine attached to the train.

In describing the details of construction I contemplate the use of cords or of rods and appropriate bell cranks for communicating tension-stresses between the governor and bolt 22, and of cords and pulleys between the hand attachment 41 and bolt 22.

, Previous inventors have received the stress of a centrifugal governor for use in operating a brake mechanism by levers attached to the end of the governor, and which could receive only the motion of its axial contraction; but I aim to use the much more available and voluminous motion of its equatorial expansion, by means of which 1 can gain an effective action at a much lower rate of speed than has been possible heretofore.

IIO

Details in the construction of the governor -tor and operating levers 3 4, substantially as and for the purposes set forth.

2. The combination of the frame 13 with a locking-bolt brought into action'by wheelrotation, substantially as described.

3. The combination of the lock-bolt with a hand attachment, 41 and a relief-SPring, 45,1 substantiallfas set forth.

4. The combination; with the bolt 22, and suitable connections, of a centrifugal governor and aring or band occupying a groovetherein and limiting the expansion of thes governort in correspondeneewith the intendedor permitted movement of the bolt 22, substantially as set forth. n t

5. The combination of the bar 32 withthe bar 34, hinged to 32, or separately to the trucktimbers, and made to jointly transmit thest'r'ess of an expanding governor to the looking or adjusting mechanism of abrake.

6. An expanding governor mounted'upon a car-axle, transmitting stress to a lever pivoted "upon thetruek-timbers and resting against the equatorial point of the governorysueh stress being to-efteot or maintain a relation of en- 20 jgagement in a brake apparatus, as explained.

DOLPH Us ToEEEY.

Witnesses:

A. H. WAGNER, F ENGIS J M. GREENE. 

